ELECTRIC TRACTION SYSTEM

PRESENTED BY:
AMIT RAJ
R O L L N O .- 0 9 E E 6 4 0 6
Introduction
Act of drawing or state of being drawn propulsion of vehicle
is called tractions. There are various systems of traction
prevailing in our country such as steam engine drive, electric
drive. These systems of tractions may be classified broadly
into groups namely
1) The traction system which do not involve the use of
electricity at any stage and called as non-electric tractions
system such as steam engine drive, IC engine drive etc.
2) The tractions system which involves the use of electricity
at some stage and called as electric tractions. System such a
diesel electric drive, electric drive etc.
In India electrification in tractions are conducted
with three types of locomotives.
1. Using single phase A.C. series commutator
motor.
2. Using D.C. motor with tapped transformer
and rectifier.
3. Using phase converter and induction motors.
 Existing Tractions System
Existing tractions system uses D.C. motors.
a) The 25 KV over head voltage is step down to 2000 V with the
help of step down transformer.
b) Rectifier rectifies this A.C. voltage to D.C. voltage.
c) This rectified D.C. voltage is used to operate the D.C. motors
in existing system engine.
Causes favouring the DC motors
1) D.C. series motors are less costly, however for some H.P more
efficient and requires less maintenance than A.C. series motor.
2) Rail conductor system of track electrifications which is less
costly with D.C. system than with A.C. system
Future Trends Of Tractions System
There are some disadvantages of D.C. series
motor used in system.
1) D.C. motors commutator which prove to failure
because of vibrations and shock. This results in
lots of sparking and corrosion.
2) It is hard to use a D.C. motor for regenerative
braking and for this purpose extra switchgear is
required, which adds to the bulks and increases
the complexity of the locomotives.
This short coming from this overcome by using three phase A.C.
motor in locomotive. Microprocessor technology and availability
of efficient and compact power components have given a new
technology for A.C. locomotive.
1. In three phase A.C. locos, the single phase input signal from
overhead equipment is rectified
2. then three phase A.C. is generated with the help of three
phase inverter, whose phase voltage and frequency can be
manipulated widely.
3. The three phase induction motors are simple and robust in
construction and have a high operating efficiency and
properly of automatic regenerative braking with requiring
additional equipment.
There are three main stages in power circuit of three phases
locomotive.

Input converter
1. A transformer section step-down the
voltage from the 25 KV input.
2. This converter rectifies AC from
catenary to as specified dc voltage
using GTO thyristors.
3. It has filter and circuitry to provide a
fairly smooth and stable dc output,
at the same time attempting to
ensure good power factor.
4. The input converter can be
configured to present different
power factor to power supply.
DC link
1. This is essentially a bank of capacitor and inductor
or active filter circuitry to further smooth.
2. Also to trap harmonics generated by drive
converter and traction motors.
3. The capacitor bank in this section can also provide
a small amount of reserve power in transient
situations (e.g., pantograph bounce) if needed by
the traction motors.
Drive converter
This is basically an inverter which
consist of three thyristors based
components that switch on and
off at precise times under the
control of a microprocessor. The
three components produce
three phase of A.C. The
microprocessor controller can
vary the switching of thyristors
and thereby produce A.C. of
wide range of frequency and
voltage.
 Advantages Of AC Motors Over DC Motors
1. DC motors use commutators which are prone to failure because of
vibration and shock, and which also result in a lot of sparking and
corrosion. Induction AC motors do not use commutators at all.
2. It is hard to use a DC motor for regenerative braking, and the extra
switchgear for this adds to the bulk and complexity of the loco. AC
motors can fairly easily be used to generate power during
regenerative braking.
3. In addition, DC motors tend to draw power with a bad power
factor and injecting a lot of undesirable harmonics into the power
system.
4. AC motors have the advantage of a simpler construction.
 System Of Supply
25 kV AC single phase
For traction substation (TSS) the incoming EHV supply is
220/132/110/166KV through protective equipment it can be
transformed by using traction transformer to 25 KV AC single
phases.
• Spacing between TSS is 30 KM to 40 KM depending upon the traffic
(load).
• To avoid load on one phase and balancing the incoming supply grid,
the section TSS is divided into sub-sector through switching posts.
1. S.P:- Sectioning and paralleling Post.
2. S.S.P:-Sub-sectioning and paralleling Post.
 Traction transformer
There are two traction transformer connected in
parallel of same rating for the purpose of
reliability the rating of transformer are
Capacity: 20,000 KVA. Frequency: 50 Hz
Full load: 25 KV Preferred: 0.9
Zero load: 27 KV
 Power supply for signaling
For the purpose of signaling and reliable
operation the 25 KV is converted to 240 V
through auxiliary transformer by tapping 25 KV
OHE at the places where needed.
 Sectioning and paralleling post (SP)
1. These post are situated approximating midway between feeding posts
making the demarcating points of two zones fed from different phases from
adjacent substations.
2. At these posts, a natural section is provided to make it impossible for the
pantograph of an electric locomotive or EMU train to bridge the different
phase of 25 KV supply, while passing from the zone fed from one sub-station
to the next one.
3. Since the natural section remains “dead” warning boards are provided in
advance to warn and provided Remind the driver of an approaching electric
locomotive/EMU to open locomotive circuit breaker (DJ) before approaching
the ‘neutral section’ to coast through it and then switch ‘on’ on the other
side.
4. Special care is taken in fixing the location of natural sections, on level tangent
track far away from signals, level crossing gates etc. to ensure that the train
coasts through the neutral section at a sufficiently high speed, to obviate the
possibility of its stopping and getting stuck within the neutral section .
 Sub-sectioning and Paralleling post (SSP)

One and more SSPs are providing between each

SP and adjacent SP depending upon the distance
between them. In a double track section,
normally three interrupters are provided at each
SSP i.e. two connecting the adjacent sub-sectors
of up and down tracks and one for paralleling
the down tracks.
 Equipments at switching sections
Certain equipments are installed at various points to protect the lines, to
monitor the availability of power supply and provide other facilities.
These are generally as under
I. Lighting arrestors are provided to protect every sub-sector against
voltage surges.
II. Auxiliary transformers are provided at all the posts and also at certain
intermediate points to supply AC at 240 V, 50 HZ required for signaling
and operationally essential lighting installations. To ensure fairly steady
voltage, automatic voltage regulators are also there, where required.
III. Potential transformers are provided at the various switching stations for
monitoring supply to each sub-sector.
IV. A small masonry cubicle is provided to accommodate remote control
equipment, control panel, telephone and batteries and battery chargers
required for the control of interrupters and the similar equipments.
 Control Equipments
To segregate the faults and to isolate the faulty section,
the circuit breaker at traction substation and interrupters
at SP/SSP’s are being remotely control through remote
control centre. A Remote Control Centre (RCC) is set up
near the traffic control office on each division having
electric traction to work in close liaison with the traffic
control. The RCC includes the main control room,
equipment room, uninterrupted power supply (UPS)
room, remote control laboratory and battery room and is
the nerve centre of the traction power control.
 The following types of remote control equipment are
mainly in use on Indian Railways at present
I. Frequency modulated voice frequency telegraph (FMVFT): This
equipment was in use for all electrification schemes prior to 1980.
Being mainly all relay system, the equipment has become
outdated although some remote control centers still continue to
operate on this system.
II. Supervisory control and data acquisition (SCADA) systems with
microprocessor: The SCADA equipment based on state of the art
technology has come into use after 1980. Considering the fast
growth and development of computer based equipment, newer
types with enhanced capabilities are being introduced.
The SCADA equipment at the RCC is called master station while that
of the controlled station is referred as remote terminal unit (RTU).
 Remote Terminal Unit (RTU)

The RTU is microprocessor based and include its

associated digital input/output modules, alarm
input modules, analog input modules, watch
dog transducer memory modules, interposing
relay summation CTs, power supply unit(s) surge
resistor and other items necessary for its proper
working.
 Transmission Path
Under ground telecommunication trunk cable is
provided for transmitting the signals from and to
the Remote Control Centre (RCC) and the
controlled Remote Terminal Units (RTU). Three
pairs of conductors (one pair for send one pair for
receive and the third as spare) from this cable are
made available for remote control operation.
Microwave Communication
In some of the sections on Indian railways dedicated
microwave channel at carrier frequency of 18 GHz has been
provided for the purpose of Communication.

Optical Fiber Cable

Optical fiber cable has also been introduced for
communication in some section of Indian railways, which is
also used for Remote Control equipment. Details of interface
between latest communication system and the RCC/RTU
equipment may be seen in the relevant technical document.
 UPS and Batteries at RCC
1. Dual stand-alone UPS system of adequate capacity to supply
240V A.C., 50 Hz single phase supply to the SCADA system at
master station is provided. Both the UPS work in parallel sharing
the load.
2. In case of failure of one the entire load is automatically taken
over by the healthy UPS without affecting the working of the
system.
3. In case of outage of both the UPS at the same time, the load of
SCADA equipment is directly connected to input main though a
static switch without any break.
4. A single battery is provided with both the UPS with adequate
capacity to provide the supply to various equipments is case of
failure of input for 415V A.C., 50 Hz supply.
 Electric Locomotives
Introduction
Electricity is used to drive the electric locomotives.
Two types of vehicles are used for electric traction.
The first type of vehicle receives power from a
distribution network while the second type of
vehicle generates own power. In the second
category comes a diesel engine electric drive. The
former types of vehicle are used on ac or dc power
from the overhead line.
Main Function Of Various Components
 Catenary
This is an overhead
wire of special cross
section. The catenary
is supplied at 25 KV;
50 Hz supply. AC
voltage is trapped
from catenary by
pantograph.
 Pantograph

Pantograph is a current
collecting device which is
mounted on both ends of
locomotive roof on
insulator and collect the
current from Over Head
Extension and supply it to
power system of
locomotive at various
speed and different
climate/wind condition
smoothly.
 Circuit Breaker

The high voltage circuit

breaker is special type
of electro pneumatic
contactor mounted on
the roof of the loco. The
electrical equipment of
the loco is connected to
or disconnected from
the OHE by means of
the circuit breaker.
 Loco Transformer

This is a main transformer

of locomotive. The 25 KV
single phase AC power
supply of OHE is fed to
the winding of regulating
transformer through
main bushing. The
winding is equally divided
into 32 taps. These taps
are connected to tap
changer.
 Tap Changer (Graduator)
1. The tap changer is directly built on to the transformer. The tapings of the
transformers are brought out and arranged in circular fashion on an insulated
contact plate.
2. There are two rows of contact segments which are aligned on outer and inner
circles of the contact plate.
3. An arm which is known as selector arm is driven by shaft at the centre of the
contact plate.
4. Two rollers are situated at the edge of the selector arm. These rings are
provided in front of the contact plate.
5. The centre shaft which extends outside the tap changer casing is driven by an
air servomotor.
6. The design of the air servo motor is such that once the selector arm begins its
movement, it can be stopped only at the required tap (not in between two
taps).
7. The connection between the inner or outer ring to the transformer is being
established by means of a contactor.
 Rectifier
1. In electric loco mainly
two silicon rectifier
blocks RSI1 and RSI2
are provided for
converting AC to DC.
2. They are bridge
connected.
3. Continuous current
rating of each block is
1000 amps.
 Arno Converter
1. Arno converter is a device
which convert single phase AC
in to three phase AC.
2. The three phase supply needed
for the three phase induction
motors which used in blowers,
exhausters an oil pumps. To
supply three phase power to
three phase induction motors
arno converter is used.
3. Arno converter is rotating
device.
 Brief Data Of Arno Converter

Single phase input Three phase output

KVA 150 KVA 120
Volts 380 Volts 380
Amps 395 Amps 190

Due to the voltage variation the speed of the Arno is also

varies so the three phase output supply is not constant but
varies with the OHE voltage which is not desired. Due to this
reason now a days Arno converter are replaced by solid state
static converter unit which is known as SI unit.
Traction Motors (DC Series Motor)
1. The traction motor is a dc series motor, four pole or six
pole, forced ventilated machine arranged for axle mounting
on sleeve baring and supported on the opposite by the
resilient suspension unit, transverse movement is limited
by the flanges of axle.
2. These motors are axle hung, nose suspended type and are
provided with grease lubricated roller bearings for
armature as well as for suspension.
3. Special provision has been made in design of the motors to
ensure the locomotive operates satisfactorily on flooded
track, to max. Flood level of 20 cm , above rail level.
The main parts of motors are given below
1. Magnet frame armature and shields.
2. Brush holders and brushes.
3. Commutator
4. Armature
5. Stator
6. Armature windings
7. Field windings
8. Inter poles
9. Armature bearings
10.Axle bearing
1. Generally in locos there are six traction motors.
2. Three motors per bogies and each motor driving one
axle directly through gears.
3. The motors M1 to M6 are supplied jointly by the two
silicon rectifiers connected in parallel through two
contactors.
4. Each rectifier units is connected to separate
secondary winding and smoothing the current thus
rectified in carried out by means of two smoothing
reactors.
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